Car-coupling



(No Model.)

J. S. THOMPSON.

GAR COUPLING. Y

No. 250,767. Patented Dec. 13,1881.

$1M 1 Qmmtov:

.2 M ad/ UNITED STATES PATENT OFFICE.

JOHN S. THOMPSON, OF ATLANTA, GEORGIA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 250,767, dated December13, 1881.

Application filed April 2, 1881. (No model.)

To all whom it may concern:

Be it known that I, JOHN S. THOMPSON, a citizen of Atlanta, residing atAtlanta, in the county of Fulton and State of Georgia, have inventedcertain new and useful Improvements in Railroad-Oar Couplings; and I dohereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to whichit appertains to make and use the same, reference being bad to theaccompanying drawings, and to letters or figures of reference markedthereon, which form a part of this specification.

This invention relates to improvements in that class of car-couplingsknown as automatic, and it consists in the employment of an arrow-shapeddraw-bar in each end of the car, which engages with the drawhead in theopposite car, the bars being kept in place by a double spring andregulated by a hand-lever, all of which will be hereinafter more fullydescribed, and set forth in the claims.

Figure 1 is a bottom view of the arrangement of the draw-head andsprings. Fig. 2 is an end view. Fig. 3 is a side view of a spring.

A A is the wooden frame beneath the floor of the car, and which supportsthe draw-head B. This draw-head is formed with a doublebeveledarrow-head, B. The otherend, B, is rounded for a coil-spring in theusual manner. This draw-bar with the arrow-head is not new.

Attached to the draw-bar B on each side is a spring, 0 0, attached to itby means of a bolt, 0, which passes through a slot, 0, in each spring,and through the draw-bar B. This slot (shown in Fig. 3) gives a freemotion to the middle of the spring when the draw-head is moved to oneside. The ends of the springs 0 O are not confined, but press upon thesides of the frame A A, and. are kept in position by a strap, D D, ateach end.

E is a connecting-rod, attached by a pivot to the draw-head B.

F is a lever pivoted under the floor of the 5 car, and at its lower endpivoted to the connecting-rod E.

F is a frame-work supported on the end of the car, having in its toprail, F, a series of holes,f, and a pin, f, whereby the leverF may besecured in any desired position, as seen. in Fig. 2.

When two cars come together the two arrowheads B- will, by the beveledsurfaces, pass each other and interlock by reason of the springs 0 O.The lever F is then forced over to that side of the frame F which willkeep the arrows-in contact. The action of the springs O (J tends to keepthese draw-heads in contact.

If by any sudden lurch of either car they might yield so far as topermit the arrow-heads to unlock, by the use of the lever F this cannottake place so long as they are secured by the pin in the proper hole inframe F.

I claim- 6 1. The draw-bar of a railway-car coupling, having attached toit on each side a semi-elliptic spring, secured at its middle by a boltthrough an elongated hole, substantial] y as and for the purposedescribed.

2. The combination of the double arrowhead draw-bar, the springs O O,constructed and secured as described, and the frame of a railway-car,substantially as and for the purpose set forth.

3. The combination of the draw-bar B, the springs (J O, connecting-rodE, hand-lever F, stop-rail F, supplied with a series of holes and pin,all substantially as and for the purpose described.

In testimony whereof I affix my signature in presence of two witnesses.

J N O. S. THOMPSON.

Witnesses:

R. O. HOLTZMAN, WM. R. SINeLEToN.

